Energy recovery control method and device for vehicle and vehicle

Abstract

The application provides a kind of energy recovery control method, device and vehicle of vehicle, comprising: obtaining the current driving speed of vehicle, according to current driving speed determine the current working condition of vehicle, wherein current working condition includes high-speed working condition and non-high-speed working condition, vehicle at least includes motor and generator;In the case where current working condition is high-speed working condition and current driving speed is greater than or equal to first preset speed, allow motor to carry out energy recovery;In the case where current working condition is high-speed working condition and current driving speed is less than first preset speed, obtain current slope, wherein current slope indicates the slope of the current road where vehicle is located;In the case where current slope is greater than or equal to preset slope or, allow motor to carry out energy recovery, in the case where current slope is less than preset slope, prohibit motor to carry out energy recovery.By the application, vehicle control system can autonomously select appropriate energy recovery strategy according to working condition, ensure energy recovery and driving experience.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a vehicle energy recovery control method, apparatus, computer-readable storage medium, and vehicle. Background Technology

[0002] Hybrid Electric Vehicles (HEVs) are vehicles that integrate internal combustion engines and electric motors to achieve multi-source energy supply and efficient energy utilization through integrated control, resulting in environmentally friendly and energy-saving performance. Currently, many new energy vehicles operate under conditions similar to traditional gasoline vehicles; therefore, many new energy vehicles still employ control strategies similar to those of traditional gasoline vehicles. Achieving energy recovery in HEVs is a crucial way to achieve vehicle energy conservation. Currently, HEV energy recovery systems mainly include: those using a planetary gear structure, where energy recovery is achieved by adjusting the motor's rotational speed; those using the motor as a generator to produce electricity, which is then converted into mechanical energy to power the vehicle, while simultaneously controlling the motor's rotational speed to achieve energy recovery; and those using the motor as a generator to produce electricity, which is then converted into mechanical energy to power the vehicle, while simultaneously controlling the direction of the current flowing through the motor to achieve energy recovery.

[0003] Existing HEV energy recovery control strategies all have the following problems: they cannot effectively identify vehicle operating conditions, energy recovery cannot achieve the maximum energy recovery effect when the vehicle is driving at high speed, and vehicle energy consumption and safety cannot be guaranteed. Summary of the Invention

[0004] The main objective of this application is to provide a vehicle energy recovery control method, apparatus, computer-readable storage medium, and vehicle, so as to at least solve the problem that the maximum energy recovery cannot be achieved when the vehicle is traveling at high speed in the prior art.

[0005] To achieve the above objectives, according to one aspect of this application, a vehicle energy recovery control method is provided, comprising: acquiring the current driving speed of the vehicle; determining the current operating condition of the vehicle based on the current driving speed, wherein the current operating condition includes a high-speed operating condition and a non-high-speed operating condition, and the vehicle includes at least a motor and a generator; allowing the motor to perform energy recovery when the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to a first preset speed; acquiring the current gradient when the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, wherein the current gradient represents the gradient of the current road on which the vehicle is located; allowing the motor to perform energy recovery when the current gradient is greater than or equal to a preset gradient, and prohibiting the motor from performing energy recovery when the current gradient is less than the preset gradient.

[0006] Optionally, determining the current operating condition of the vehicle based on the current driving speed includes: starting a timer when the current driving speed is greater than or equal to a second preset speed, wherein the second preset speed is less than the first preset speed; and determining the current operating condition as the high-speed operating condition when the first timer duration is greater than or equal to a first time threshold, wherein the first timer duration represents the duration during which the current driving speed is greater than or equal to the second preset speed.

[0007] Optionally, the method further includes: determining the current operating condition as the non-high-speed operating condition when the current driving speed is less than the second preset speed; and determining the current operating condition as the non-high-speed operating condition when the current driving speed is greater than or equal to the second preset speed and the first timing time is less than the first time threshold.

[0008] Optionally, determining the current operating condition of the vehicle based on the current driving speed further includes: starting a timer when the current driving speed is less than a third preset speed, wherein the third preset speed is less than a second preset speed, and the second preset speed is the driving speed corresponding to the high-speed operating condition; and determining the current operating condition as the non-high-speed operating condition when the second timer is greater than or equal to a second time threshold, wherein the second timer represents the duration during which the current driving speed is less than the third preset speed.

[0009] Optionally, after determining that the current operating condition is the non-high-speed operating condition, the method further includes: if the current driving speed is less than the third preset speed and the second timing time is less than the second time threshold, continuing to acquire the current driving speed; if the current driving speed is greater than or equal to the second preset speed and the first timing time is greater than or equal to the first time threshold, determining that the current operating condition is the high-speed operating condition, wherein the first timing time represents the duration during which the current driving speed is greater than or equal to the second preset speed.

[0010] Optionally, the method further includes: prohibiting the motor from performing energy recovery under the non-high-speed operating conditions.

[0011] Optionally, obtaining the current slope further includes: obtaining the current slope in response to a high-speed mode command, wherein the high-speed mode command is a command instructing the vehicle to determine whether to perform energy recovery based on the current slope and the current driving speed.

[0012] According to another aspect of this application, a vehicle energy recovery control device is provided, comprising: a determining unit, configured to acquire the current driving speed of the vehicle and determine the current operating condition of the vehicle based on the current driving speed, wherein the current operating condition includes a high-speed operating condition and a non-high-speed operating condition, and the vehicle includes at least a motor and a generator; a controlling unit, configured to allow the motor to perform energy recovery when the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to a first preset speed; an acquiring unit, configured to acquire a current gradient when the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, wherein the current gradient represents the gradient of the current road on which the vehicle is located; and a first prohibiting unit, configured to allow the motor to perform energy recovery when the current gradient is greater than or equal to a preset gradient, and to prohibit the motor from performing energy recovery when the current gradient is less than the preset gradient.

[0013] According to another aspect of this application, a computer-readable storage medium is provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform any of the energy recovery control methods for vehicles described above.

[0014] According to another aspect of this application, a vehicle is provided, comprising: one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs including an energy recovery control method for performing any of the described vehicle.

[0015] By applying the technical solution of this application, the current driving speed of the vehicle is obtained, and the current operating condition of the vehicle is determined based on the current driving speed. The current operating condition includes high-speed and non-high-speed operating conditions, and the vehicle includes at least a motor and a generator. When the current operating condition is high-speed and the current driving speed is greater than or equal to a first preset speed, energy recovery by the motor is permitted. When the current operating condition is high-speed and the current driving speed is less than the first preset speed, the current slope is obtained, where the current slope represents the slope of the current road where the vehicle is located. When the current slope is greater than or equal to a preset slope, energy recovery by the motor is permitted; when the current slope is less than the preset slope, energy recovery by the motor is prohibited. Compared with the prior art, which cannot achieve maximum energy recovery when the vehicle is traveling at high speed, this application first identifies the vehicle's operating condition. Under high-speed conditions, it further determines whether to perform energy recovery based on the current road slope and the current driving speed, thereby maximizing energy recovery for the vehicle under high-speed conditions. Therefore, it can solve the problem in the prior art that maximum energy recovery cannot be achieved when the vehicle is traveling at high speed, achieving the effect of maximum energy recovery. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0017] Figure 1 A hardware structure block diagram of a mobile terminal for performing a vehicle energy recovery control method according to an embodiment of this application is shown;

[0018] Figure 2 A schematic flowchart of a vehicle energy recovery control method provided by an embodiment of this application is shown;

[0019] Figure 3 A schematic diagram of a process for determining the current operating condition is shown, according to an embodiment of this application.

[0020] Figure 4 A schematic flowchart of a specific vehicle energy recovery control method provided by an embodiment of this application is shown;

[0021] Figure 5 A schematic flowchart illustrating a specific method for determining the current operating condition provided by an embodiment of this application is shown.

[0022] Figure 6 A structural block diagram of a vehicle energy recovery control device provided in an embodiment of this application is shown.

[0023] The above figures include the following reference numerals:

[0024] 102. Processor; 104. Memory; 106. Transmission device; 108. Input / output device. Detailed Implementation

[0025] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0026] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0027] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0028] Hybrid vehicles employ different methods for controlling regenerative braking under high-speed and non-high-speed road conditions:

[0029] 1. When coasting on high-speed flat ground, motor recovery will reduce the vehicle's kinetic energy and coasting distance. There is a loss in conversion efficiency when the recovered electrical energy is converted into kinetic energy to drive the vehicle, which is uneconomical and therefore not recovered.

[0030] 2. When coasting downhill at high speed, when the vehicle speed is greater than the threshold, negative torque is allocated to the motor for energy recovery to prevent the vehicle speed from being too high. When the vehicle speed is less than the threshold, energy recovery is discontinued.

[0031] 3. In non-high-speed operating conditions, coasting to recover energy is permitted after certain conditions are met.

[0032] As described in the background section, existing technologies cannot achieve maximum energy recovery when vehicles are traveling at high speeds. To address this problem, embodiments of this application provide a vehicle energy recovery control method, apparatus, computer-readable storage medium, and vehicle.

[0033] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0034] The methods and embodiments provided in this application can be executed on a mobile terminal, computer terminal, or similar computing device. Taking running on a mobile terminal as an example, Figure 1 This is a hardware structure block diagram of a mobile terminal for a vehicle energy recovery control method according to an embodiment of the present invention. Figure 1 As shown, a mobile terminal may include one or more ( Figure 1 Only one is shown in the diagram. A processor 102 (which may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.) and a memory 104 for storing data are also shown. The mobile terminal may further include a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the mobile terminal described above. For example, the mobile terminal may also include components that are more... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0035] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the vehicle energy recovery control method in this embodiment of the invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thereby implementing the above-described method. The memory 104 may include high-speed random access memory and non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the mobile terminal via a network. Examples of the aforementioned networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof. The transmission device 106 is used to receive or send data via a network. Specific examples of the aforementioned networks may include wireless networks provided by the mobile terminal's communication provider. In one example, the transmission device 106 includes a network interface controller (NIC), which can be connected to other network devices via a base station to communicate with the Internet. In one example, the transmission device 106 may be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0036] This embodiment provides an energy recovery control method for a vehicle that runs on a mobile terminal, computer terminal, or similar computing device. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Also, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0037] Figure 2 This is a flowchart of a vehicle energy recovery control method according to an embodiment of this application. Figure 2 As shown, the method includes the following steps:

[0038] Step S201: Obtain the current driving speed of the vehicle, and determine the current operating condition of the vehicle based on the current driving speed, wherein the current operating condition includes high-speed operating condition and non-high-speed operating condition, and the vehicle includes at least a motor and a generator;

[0039] Specifically, the aforementioned vehicles are hybrid vehicles, including at least an engine and an electric motor. When the vehicle is going downhill, it can convert the kinetic energy generated during coasting, achieving both energy recovery and braking to prevent excessive coasting and potential danger. However, it is crucial to accurately determine the appropriate braking conditions to maximize energy recovery. Therefore, upon detecting a downhill slope, the vehicle's current operating condition is determined based on its current speed, further influencing whether energy recovery should be initiated. High-speed and non-high-speed operating conditions are distinguished at least by the magnitude of the current driving speed.

[0040] Step S202: When the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to the first preset speed, the motor is allowed to perform energy recovery.

[0041] Specifically, when the vehicle is determined to be in a high-speed condition, the system first determines whether the current driving speed is greater than the first preset speed. If the first preset speed is greater than or equal to the critical speed value for high-speed conditions, it indicates that the current downhill speed of the vehicle is too fast, allowing the motor to recover energy. At the same time as recovering energy, the system can also drive the vehicle to brake, ensuring driving safety.

[0042] Step S203: When the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, obtain the current slope, wherein the current slope represents the slope of the current road where the vehicle is located;

[0043] Specifically, in step S202 above, if the current operating condition is the high-speed condition and the current driving speed is less than the first preset speed, it indicates that although the vehicle is currently in a high-speed condition, the vehicle speed has not reached the critical speed for energy recovery. The current slope is then obtained, and energy recovery is determined based on the current slope.

[0044] Step S204: If the current slope is greater than or equal to the preset slope, the motor is allowed to perform energy recovery; if the current slope is less than the preset slope, the motor is prohibited from performing energy recovery.

[0045] Specifically, if the current gradient is greater than or equal to the preset gradient, it indicates that the vehicle is currently on a steep slope and has significant kinetic energy for coasting. In this case, the motor is allowed to recover energy, which can simultaneously brake the vehicle and prevent it from coasting too fast on steep slopes and causing danger. If the current gradient is less than the preset gradient, meaning the vehicle is operating at high speed but its current speed and gradient have not reached the critical speed for energy recovery, the energy recovery effect is poor, and therefore, energy recovery is not performed.

[0046] This embodiment obtains the vehicle's current speed and determines its current operating condition based on that speed. The current operating condition includes high-speed and non-high-speed conditions. The vehicle includes at least a motor and a generator. In the case of a high-speed operating condition, the current gradient is obtained. If the current gradient is greater than or equal to a preset gradient or the current speed is greater than or equal to a first preset speed, energy recovery by the motor is permitted. If the current gradient is less than the preset gradient or the current speed is less than the first preset speed, energy recovery by the motor is prohibited. Compared to existing technologies where maximum energy recovery cannot be achieved when the vehicle is traveling at high speeds, this application first identifies the vehicle's operating condition. In the case of high-speed conditions, it further determines whether to perform energy recovery based on the current road gradient and current speed, thereby maximizing energy recovery for the vehicle in high-speed conditions. Therefore, it solves the problem in existing technologies where maximum energy recovery cannot be achieved when the vehicle is traveling at high speeds, achieving the effect of maximizing energy recovery.

[0047] In specific implementation, step S201 above, which determines the current operating condition of the vehicle based on the current driving speed, can be achieved through the following steps: (e.g.) Figure 3As shown: Step S2011: When the current driving speed is greater than or equal to a second preset speed, start timing, wherein the second preset speed is less than the first preset speed; Step S2012: When the first timing time is greater than or equal to a first time threshold, determine that the current operating condition is the high-speed operating condition, wherein the first timing time represents the duration during which the current driving speed is greater than or equal to the second preset speed. This method determines the current operating condition through the above steps, thus accurately judging the vehicle's state and determining whether energy recovery should be performed.

[0048] Specifically, when the current driving speed V≥V1 (second preset speed) is detected, the timer starts counting. If the current driving speed remains V≥V1 for a continuous period of t1 (first timing time) or longer than t1, it is determined that the vehicle has entered a high-speed driving condition.

[0049] In some optional embodiments, the method further includes the following steps: Step S2013: If the current driving speed is less than the second preset speed, determine that the current operating condition is the non-high-speed operating condition; Step S2014: If the current driving speed is greater than or equal to the second preset speed and the first timing time is less than the first time threshold, determine that the current operating condition is the non-high-speed operating condition. This method determines the non-high-speed operating condition through the above steps, thus accurately distinguishing between high-speed and non-high-speed operating conditions.

[0050] In the specific implementation process, if the current driving speed V < V1 (second preset speed), it indicates that the current driving speed has not reached the high-speed condition and is determined to be a non-high-speed condition; and even if the current driving speed V ≥ V1, if the duration (first timing time) has not reached t1, it is also determined to be a non-high-speed condition.

[0051] In some alternative embodiments, step S201, which determines the current operating condition of the vehicle based on the current driving speed, further includes the following steps: Step S2015: When the current driving speed is less than a third preset speed, start timing, wherein the third preset speed is less than a second preset speed, and the second preset speed is the driving speed corresponding to the high-speed operating condition; Step S2016: When the second timing time is greater than or equal to a second time threshold, determine that the current operating condition is the non-high-speed operating condition, wherein the second timing time represents the duration during which the current driving speed is less than the third preset speed. This method continuously judges between high-speed and non-high-speed operating conditions through the above steps, thus correcting for judgment errors caused by vehicle speed fluctuations.

[0052] Specifically, when the current driving speed V < V2 (third preset speed), timing also begins. When V2 < V1, if the second timing time reaches the second time threshold t2, it indicates that the vehicle has been running at a low speed for a period of time and is determined to be a non-high-speed condition.

[0053] In the specific implementation process, after determining that the current operating condition is the non-high-speed operating condition, the method further includes: step S2017: if the current driving speed is less than the third preset speed and the second timing time is less than the second time threshold, continue to acquire the current driving speed; step S2018: if the current driving speed is greater than or equal to the second preset speed and the first timing time is greater than or equal to the first time threshold, determine that the current operating condition is the high-speed operating condition, wherein the first timing time represents the duration during which the current driving speed is greater than or equal to the second preset speed. This method further detects the current driving speed and determines whether to enter a high-speed operating condition under non-high-speed conditions through the above steps, thus continuously judging the vehicle's status.

[0054] Specifically, when the current driving speed V < V2 (the third preset speed) and the second timing time has not reached the second time threshold t2, the system continuously checks whether V is greater than or equal to V1 (the second preset speed) and whether the time for which V is greater than or equal to the second preset speed is greater than or equal to the first time threshold. If so, the system is determined to be in a high-speed driving condition. In other words, the vehicle speed may fluctuate during driving. If the vehicle speed fluctuates and falls below the second preset speed, it is not immediately determined to be in a non-high-speed driving condition, nor is the system immediately deactivated. Instead, the system continues to check whether the vehicle speed returns to normal and further determines whether it is in a high-speed driving condition.

[0055] In some alternative implementations, the method further includes the step of: disabling energy recovery by the motor during the non-high-speed operating conditions. This avoids the inability to maximize energy recovery.

[0056] In practice, under non-high-speed conditions, coasting to recover energy is generally permitted after certain conditions are met, which will not be elaborated here. In addition, under high-speed flat conditions (0-degree slope), motor recovery during coasting will reduce the vehicle's kinetic energy and coasting distance. The conversion of recovered electrical energy into kinetic energy for driving involves conversion efficiency losses, which is uneconomical, so recovery is not performed.

[0057] In some alternative embodiments, step S203, obtaining the current slope, can be achieved through the following steps: Step S2031: In response to a high-speed mode command, obtain the current slope, wherein the high-speed mode command is an instruction instructing the vehicle to determine whether to perform energy recovery based on the current slope and the current driving speed. This method increases the flexibility of the judgment by making the next judgment based on the command through the above steps.

[0058] Specifically, a high-speed mode button is added to the vehicle's instrument panel. When manually triggered by the driver, a high-speed mode command is generated. In response to this command, the current slope is obtained and further judgment is made, which can achieve some effects. However, the disadvantages are that the whole vehicle is significantly modified and there is a risk of accidental touch and lag, resulting in poor performance.

[0059] This application can automatically switch between coasting control strategies suitable for high-speed and non-high-speed conditions, which reduces energy loss due to energy conversion at high speeds and converts the kinetic energy lost during braking and other stopping conditions at non-high speeds into electrical energy for storage, thus helping to reduce fuel consumption.

[0060] To enable those skilled in the art to better understand the technical solution of this application, the implementation process of the vehicle energy recovery control method of this application will be described in detail below with reference to specific embodiments.

[0061] This embodiment relates to a specific energy recovery control method for a vehicle, such as... Figure 4 As shown, it includes the following steps:

[0062] Step S1: Begin;

[0063] Step S2: (Identified as) high-speed operating condition;

[0064] Step S3: V (current driving speed) ≥ V1 (first preset speed), if so;

[0065] Step S4: Allow motor recycling;

[0066] Step S5: If not, i.e. V (current driving speed) is less than V1 (first preset speed), obtain the current slope P;

[0067] Step S6: The current slope is greater than or equal to P1 (preset slope);

[0068] Step S7: Allow motor recycling;

[0069] Step S8: If no response is received, and the current slope is less than P1 (preset slope), motor retraction is prohibited;

[0070] Step S9: End.

[0071] This embodiment relates to a specific method for determining the current operating condition, such as... Figure 5 As shown, it includes the following steps:

[0072] Step S10: Begin;

[0073] Step S11: Vehicle speed V and timer T;

[0074] Step S12: V≥V2 (second preset speed, ±5 hysteresis) and T>t1 (first timing time);

[0075] Step S13: Determine the operating condition as high speed;

[0076] Step S14: V < V3 (third preset speed) and T > t2 (second timing time), where V3 < V2 < V1;

[0077] Step S15: Determine that it is a non-high-speed operating condition.

[0078] This application also provides a vehicle energy recovery control device. It should be noted that the vehicle energy recovery control device of this application embodiment can be used to execute the vehicle energy recovery control method provided in this application embodiment. This device is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0079] The energy recovery control device for vehicles provided in the embodiments of this application will be described below.

[0080] Figure 6 This is a schematic diagram of a vehicle energy recovery control device according to an embodiment of this application. Figure 6 As shown, the device includes:

[0081] The determining unit 10 is used to obtain the current driving speed of the vehicle and determine the current operating condition of the vehicle based on the current driving speed, wherein the current operating condition includes high-speed operating condition and non-high-speed operating condition, and the vehicle includes at least a motor and a generator;

[0082] Specifically, the aforementioned vehicles are hybrid vehicles, including at least an engine and an electric motor. When the vehicle is going downhill, it can convert the kinetic energy generated during coasting, achieving both energy recovery and braking to prevent excessive coasting and potential danger. However, it is crucial to accurately determine the appropriate braking conditions to maximize energy recovery. Therefore, upon detecting a downhill slope, the vehicle's current operating condition is determined based on its current speed, further influencing whether energy recovery should be initiated. High-speed and non-high-speed operating conditions are distinguished at least by the magnitude of the current driving speed.

[0083] Control unit 20 is configured to allow the motor to perform energy recovery when the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to a first preset speed;

[0084] Specifically, when the vehicle is determined to be in a high-speed condition, the system first determines whether the current driving speed is greater than the first preset speed. If the first preset speed is greater than or equal to the critical speed value for high-speed conditions, it indicates that the current downhill speed of the vehicle is too fast, allowing the motor to recover energy. At the same time as recovering energy, the system can also drive the vehicle to brake, ensuring driving safety.

[0085] The acquisition unit 30 is used to acquire the current slope when the current working condition is the high-speed working condition and the current driving speed is less than the first preset speed, wherein the current slope represents the slope of the current road where the vehicle is located;

[0086] Specifically, if the current operating condition is the high-speed condition and the current driving speed is less than the first preset speed, it indicates that although the vehicle is currently in a high-speed condition, the vehicle speed has not reached the critical speed for energy recovery. The current slope is then obtained, and energy recovery is determined based on the current slope.

[0087] The first prohibition unit 40 is used to allow the motor to perform energy recovery when the current slope is greater than or equal to a preset slope, and to prohibit the motor from performing energy recovery when the current slope is less than the preset slope.

[0088] Specifically, if the current gradient is greater than or equal to the preset gradient, it indicates that the vehicle is currently on a steep slope and has significant kinetic energy for coasting. In this case, the motor is allowed to recover energy, which can simultaneously brake the vehicle and prevent it from coasting too fast on steep slopes and causing danger. If the current gradient is less than the preset gradient, meaning the vehicle is operating at high speed but its current speed and gradient have not reached the critical speed for energy recovery, the energy recovery effect is poor, and therefore, energy recovery is not performed.

[0089] This embodiment obtains the vehicle's current speed and determines its current operating condition based on that speed. The current operating condition includes high-speed and non-high-speed conditions. The vehicle includes at least a motor and a generator. In the case of a high-speed operating condition, the current gradient is obtained. If the current gradient is greater than or equal to a preset gradient or the current speed is greater than or equal to a first preset speed, energy recovery by the motor is permitted. If the current gradient is less than the preset gradient or the current speed is less than the first preset speed, energy recovery by the motor is prohibited. Compared to existing technologies where maximum energy recovery cannot be achieved when the vehicle is traveling at high speeds, this application first identifies the vehicle's operating condition. In the case of high-speed conditions, it further determines whether to perform energy recovery based on the current road gradient and current speed, thereby maximizing energy recovery for the vehicle in high-speed conditions. Therefore, it solves the problem in existing technologies where maximum energy recovery cannot be achieved when the vehicle is traveling at high speeds, achieving the effect of maximizing energy recovery.

[0090] In its specific implementation, the aforementioned determining unit includes a first starting module and a first determining module. The first starting module is used to start timing when the current driving speed is greater than or equal to a second preset speed, wherein the second preset speed is less than the first preset speed. The first determining module is used to determine that the current operating condition is the high-speed operating condition when the first timing time is greater than or equal to a first time threshold, wherein the first timing time represents the duration during which the current driving speed is greater than or equal to the second preset speed. This device determines the current operating condition through the above steps, thus accurately judging the vehicle's state and determining whether energy recovery should be performed.

[0091] Specifically, when the current driving speed V≥V1 (second preset speed) is detected, the timer starts counting. If the current driving speed remains V≥V1 for a continuous period of t1 (first timing time) or longer than t1, it is determined that the vehicle has entered a high-speed driving condition.

[0092] In some optional embodiments, the determining unit further includes a second determining module and a third determining module. The second determining module is used to determine the current operating condition as the non-high-speed operating condition when the current driving speed is less than the second preset speed; the third determining module is used to determine the current operating condition as the non-high-speed operating condition when the current driving speed is greater than or equal to the second preset speed and the first timing time is less than the first time threshold. This device determines the non-high-speed operating condition through the above steps, thus accurately distinguishing between high-speed and non-high-speed operating conditions.

[0093] In the specific implementation process, if the current driving speed V < V1 (second preset speed), it indicates that the current driving speed has not reached the high-speed condition and is determined to be a non-high-speed condition; and even if the current driving speed V ≥ V1, if the duration (first timing time) has not reached t1, it is also determined to be a non-high-speed condition.

[0094] In some alternative embodiments, the determining unit further includes a second starting module and a fourth determining module. The second starting module is used to start timing when the current driving speed is less than a third preset speed, wherein the third preset speed is less than a second preset speed, and the second preset speed is the driving speed corresponding to the high-speed condition. The fourth determining module is used to determine that the current condition is the non-high-speed condition when the second timing time is greater than or equal to a second time threshold, wherein the second timing time represents the duration during which the current driving speed is less than the third preset speed. This device continuously judges between high-speed and non-high-speed conditions through the above steps, thus correcting for judgment errors caused by vehicle speed fluctuations.

[0095] Specifically, when the current driving speed V < V2 (third preset speed), timing also begins. When V2 < V1, if the second timing time reaches the second time threshold t2, it indicates that the vehicle has been running at a low speed for a period of time and is determined to be a non-high-speed condition.

[0096] In the specific implementation process, after determining that the current operating condition is the non-high-speed operating condition, the determining unit further includes an acquisition module and a fifth determining module. The acquisition module is used to continue acquiring the current driving speed when the current driving speed is less than the third preset speed and the second timing time is less than the second time threshold. The fifth determining module is used to determine that the current operating condition is the high-speed operating condition when the current driving speed is greater than or equal to the second preset speed and the first timing time is greater than or equal to the first time threshold, wherein the first timing time represents the duration during which the current driving speed is greater than or equal to the second preset speed. Through the above steps, the device further detects the current driving speed in non-high-speed operating conditions and determines whether to enter a high-speed operating condition, thus continuously judging the vehicle's status.

[0097] Specifically, when the current driving speed V < V2 (the third preset speed) and the second timing time has not reached the second time threshold t2, the system continuously checks whether V is greater than or equal to V1 (the second preset speed) and whether the time for which V is greater than or equal to the second preset speed is greater than or equal to the first time threshold. If so, the system is determined to be in a high-speed driving condition. In other words, the vehicle speed may fluctuate during driving. If the vehicle speed fluctuates and falls below the second preset speed, it is not immediately determined to be in a non-high-speed driving condition, nor is the system immediately deactivated. Instead, the system continues to check whether the vehicle speed returns to normal and further determines whether it is in a high-speed driving condition.

[0098] In some alternative embodiments, the device further includes a second inhibiting unit for preventing the motor from performing energy recovery during the non-high-speed operating conditions. This avoids situations where energy recovery cannot be maximized.

[0099] In practice, under non-high-speed conditions, coasting to recover energy is generally permitted after certain conditions are met, which will not be elaborated here. In addition, under high-speed flat conditions (0-degree slope), motor recovery during coasting will reduce the vehicle's kinetic energy and coasting distance. The conversion of recovered electrical energy into kinetic energy for driving involves conversion efficiency losses, which is uneconomical, so recovery is not performed.

[0100] In some alternative embodiments, the acquisition unit includes an acquisition module for acquiring the current gradient in response to a high-speed mode command, wherein the high-speed mode command is an instruction instructing the vehicle to determine whether to perform energy recovery based on the current gradient and the current driving speed. This device increases the flexibility of its judgment by making further decisions based on the command through the above steps.

[0101] Specifically, a high-speed mode button is added to the vehicle's instrument panel. When manually triggered by the driver, a high-speed mode command is generated. In response to this command, the current slope is obtained and further judgment is made, which can achieve some effects. However, the disadvantages are that the whole vehicle is significantly modified and there is a risk of accidental touch and lag, resulting in poor performance.

[0102] The vehicle's energy recovery control device includes a processor and a memory. The aforementioned determining unit, control unit, acquisition unit, and first prohibition unit are all stored as program units in the memory. The processor executes these program units stored in the memory to achieve the corresponding functions. All of the above modules reside in the same processor; alternatively, the modules may be located in different processors in any combination.

[0103] The processor contains a kernel, which retrieves the corresponding program units from memory. One or more kernels can be configured, and adjusting kernel parameters can address the issue of insufficient energy recovery when a vehicle is traveling at high speeds.

[0104] The memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0105] This invention provides a computer-readable storage medium including a stored program, wherein the program, when running, controls the device where the computer-readable storage medium is located to execute the energy recovery control method of the vehicle.

[0106] Specifically, the energy recovery control methods for vehicles include:

[0107] Step S201: Obtain the current driving speed of the vehicle, and determine the current operating condition of the vehicle based on the current driving speed, wherein the current operating condition includes high-speed operating condition and non-high-speed operating condition, and the vehicle includes at least a motor and a generator;

[0108] Specifically, the aforementioned vehicles are hybrid vehicles, including at least an engine and an electric motor. When the vehicle is going downhill, it can convert the kinetic energy generated during coasting, achieving both energy recovery and braking to prevent excessive coasting and potential danger. However, it is crucial to accurately determine the appropriate braking conditions to maximize energy recovery. Therefore, upon detecting a downhill slope, the vehicle's current operating condition is determined based on its current speed, further influencing whether energy recovery should be initiated. High-speed and non-high-speed operating conditions are distinguished at least by the magnitude of the current driving speed.

[0109] Step S202: When the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to the first preset speed, the motor is allowed to perform energy recovery.

[0110] Specifically, when the vehicle is determined to be in a high-speed condition, the system first determines whether the current driving speed is greater than the first preset speed. If the first preset speed is greater than or equal to the critical speed value for high-speed conditions, it indicates that the current downhill speed of the vehicle is too fast, allowing the motor to recover energy. At the same time as recovering energy, the system can also drive the vehicle to brake, ensuring driving safety.

[0111] Step S203: When the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, obtain the current slope, wherein the current slope represents the slope of the current road where the vehicle is located;

[0112] Specifically, in step S202 above, if the current operating condition is the high-speed condition and the current driving speed is less than the first preset speed, it indicates that although the vehicle is currently in a high-speed condition, the vehicle speed has not reached the critical speed for energy recovery. The current slope is then obtained, and energy recovery is determined based on the current slope.

[0113] Step S204: If the current slope is greater than or equal to the preset slope, the motor is allowed to perform energy recovery; if the current slope is less than the preset slope, the motor is prohibited from performing energy recovery.

[0114] Specifically, if the current gradient is greater than or equal to the preset gradient, it indicates that the vehicle is currently on a steep slope and has significant kinetic energy for coasting. In this case, the motor is allowed to recover energy, which can simultaneously brake the vehicle and prevent it from coasting too fast on steep slopes and causing danger. If the current gradient is less than the preset gradient, meaning the vehicle is operating at high speed but its current speed and gradient have not reached the critical speed for energy recovery, the energy recovery effect is poor, and therefore, energy recovery is not performed.

[0115] This invention provides a vehicle, including a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, it performs at least the following steps:

[0116] Step S201: Obtain the current driving speed of the vehicle, and determine the current operating condition of the vehicle based on the current driving speed, wherein the current operating condition includes high-speed operating condition and non-high-speed operating condition, and the vehicle includes at least a motor and a generator;

[0117] Specifically, the aforementioned vehicles are hybrid vehicles, including at least an engine and an electric motor. When the vehicle is going downhill, it can convert the kinetic energy generated during coasting, achieving both energy recovery and braking to prevent excessive coasting and potential danger. However, it is crucial to accurately determine the appropriate braking conditions to maximize energy recovery. Therefore, upon detecting a downhill slope, the vehicle's current operating condition is determined based on its current speed, further influencing whether energy recovery should be initiated. High-speed and non-high-speed operating conditions are distinguished at least by the magnitude of the current driving speed.

[0118] Step S202: When the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to the first preset speed, the motor is allowed to perform energy recovery.

[0119] Specifically, when the vehicle is determined to be in a high-speed condition, the system first determines whether the current driving speed is greater than the first preset speed. If the first preset speed is greater than or equal to the critical speed value for high-speed conditions, it indicates that the current downhill speed of the vehicle is too fast, allowing the motor to recover energy. At the same time as recovering energy, the system can also drive the vehicle to brake, ensuring driving safety.

[0120] Step S203: When the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, obtain the current slope, wherein the current slope represents the slope of the current road where the vehicle is located;

[0121] Specifically, in step S202 above, if the current operating condition is the high-speed condition and the current driving speed is less than the first preset speed, it indicates that although the vehicle is currently in a high-speed condition, the vehicle speed has not reached the critical speed for energy recovery. The current slope is then obtained, and energy recovery is determined based on the current slope.

[0122] Step S204: If the current slope is greater than or equal to the preset slope, the motor is allowed to perform energy recovery; if the current slope is less than the preset slope, the motor is prohibited from performing energy recovery.

[0123] Specifically, if the current gradient is greater than or equal to the preset gradient, it indicates that the vehicle is currently on a steep slope and has significant kinetic energy for coasting. In this case, the motor is allowed to recover energy, which can simultaneously brake the vehicle and prevent it from coasting too fast on steep slopes and causing danger. If the current gradient is less than the preset gradient, meaning the vehicle is operating at high speed but its current speed and gradient have not reached the critical speed for energy recovery, the energy recovery effect is poor, and therefore, energy recovery is not performed.

[0124] The devices mentioned in this article can be servers, PCs, tablets, mobile phones, etc.

[0125] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the methods described in various embodiments of this application:

[0126] Step S201: Obtain the current driving speed of the vehicle, and determine the current operating condition of the vehicle based on the current driving speed, wherein the current operating condition includes high-speed operating condition and non-high-speed operating condition, and the vehicle includes at least a motor and a generator;

[0127] Specifically, the aforementioned vehicles are hybrid vehicles, including at least an engine and an electric motor. When the vehicle is going downhill, it can convert the kinetic energy generated during coasting, achieving both energy recovery and braking to prevent excessive coasting and potential danger. However, it is crucial to accurately determine the appropriate braking conditions to maximize energy recovery. Therefore, upon detecting a downhill slope, the vehicle's current operating condition is determined based on its current speed, further influencing whether energy recovery should be initiated. High-speed and non-high-speed operating conditions are distinguished at least by the magnitude of the current driving speed.

[0128] Step S202: When the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to the first preset speed, the motor is allowed to perform energy recovery.

[0129] Specifically, when the vehicle is determined to be in a high-speed condition, the system first determines whether the current driving speed is greater than the first preset speed. If the first preset speed is greater than or equal to the critical speed value for high-speed conditions, it indicates that the current downhill speed of the vehicle is too fast, allowing the motor to recover energy. At the same time as recovering energy, the system can also drive the vehicle to brake, ensuring driving safety.

[0130] Step S203: When the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, obtain the current slope, wherein the current slope represents the slope of the current road where the vehicle is located;

[0131] Specifically, in step S202 above, if the current operating condition is the high-speed condition and the current driving speed is less than the first preset speed, it indicates that although the vehicle is currently in a high-speed condition, the vehicle speed has not reached the critical speed for energy recovery. The current slope is then obtained, and energy recovery is determined based on the current slope.

[0132] Step S204: If the current slope is greater than or equal to the preset slope, the motor is allowed to perform energy recovery; if the current slope is less than the preset slope, the motor is prohibited from performing energy recovery.

[0133] Specifically, if the current gradient is greater than or equal to the preset gradient, it indicates that the vehicle is currently on a steep slope and has significant kinetic energy for coasting. In this case, the motor is allowed to recover energy, which can simultaneously brake the vehicle and prevent it from coasting too fast on steep slopes and causing danger. If the current gradient is less than the preset gradient, meaning the vehicle is operating at high speed but its current speed and gradient have not reached the critical speed for energy recovery, the energy recovery effect is poor, and therefore, energy recovery is not performed.

[0134] It is obvious to those skilled in the art that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular combination of hardware and software.

[0135] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0136] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0137] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0138] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0139] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0140] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0141] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0142] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0143] As can be seen from the above description, the embodiments of this application achieve the following technical effects:

[0144] 1) In the vehicle energy recovery control method of this application, the current driving speed of the vehicle is obtained, and the current operating condition of the vehicle is determined based on the current driving speed. The current operating condition includes high-speed operating condition and non-high-speed operating condition. The vehicle includes at least a motor and a generator. When the current operating condition is high-speed, the current gradient is obtained. If the current gradient is greater than or equal to a preset gradient or the current driving speed is greater than or equal to a first preset speed, energy recovery by the motor is allowed. If the current gradient is less than the preset gradient or the current driving speed is less than the first preset speed, energy recovery by the motor is prohibited. Compared with the prior art, which cannot achieve maximum energy recovery when the vehicle is traveling at high speed, this application first identifies the vehicle's operating condition. Under high-speed operating conditions, it further determines whether to perform energy recovery based on the current gradient of the road and the current driving speed, thereby maximizing energy recovery for the vehicle under high-speed operating conditions. Therefore, it can solve the problem in the prior art that maximum energy recovery cannot be achieved when the vehicle is traveling at high speed, achieving the effect of maximum energy recovery.

[0145] 2) The energy recovery control device for vehicles in this application acquires the vehicle's current speed and determines the vehicle's current operating condition based on the current speed. The current operating condition includes high-speed and non-high-speed operating conditions. The vehicle includes at least a motor and a generator. When the current operating condition is high-speed, the current gradient is acquired. If the current gradient is greater than or equal to a preset gradient or the current speed is greater than or equal to a first preset speed, energy recovery by the motor is permitted. If the current gradient is less than the preset gradient or the current speed is less than the first preset speed, energy recovery by the motor is prohibited. Compared to existing technologies where maximum energy recovery cannot be achieved when the vehicle is traveling at high speed, this application first identifies the vehicle's operating condition. In high-speed conditions, it further determines whether energy recovery should be performed based on the current road gradient and current speed, thereby maximizing energy recovery for the vehicle in high-speed conditions. Therefore, it solves the problem in existing technologies where maximum energy recovery cannot be achieved when the vehicle is traveling at high speed, achieving the effect of maximum energy recovery.

[0146] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for controlling energy recovery in a vehicle, characterized in that, include: The current driving speed of the vehicle is obtained, and the current operating condition of the vehicle is determined based on the current driving speed. The current operating condition includes high-speed operating condition and non-high-speed operating condition. The vehicle includes at least a motor and a generator. When the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to the first preset speed, the motor is allowed to perform energy recovery; When the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, the current slope is obtained, wherein the current slope represents the slope of the current road where the vehicle is located; When the current slope is greater than or equal to a preset slope, the motor is allowed to perform energy recovery; when the current slope is less than the preset slope, the motor is prohibited from performing energy recovery. Determining the current operating condition of the vehicle based on the current driving speed includes: Timing begins when the current driving speed is greater than or equal to a second preset speed, wherein the second preset speed is less than the first preset speed; If the first timing period is greater than or equal to the first time threshold, the current operating condition is determined to be the high-speed operating condition, wherein the first timing period represents the duration during which the current driving speed is greater than or equal to the second preset speed.

2. The energy recovery control method for vehicles according to claim 1, characterized in that, The method further includes: If the current driving speed is less than the second preset speed, the current operating condition is determined to be the non-high-speed operating condition; If the current driving speed is greater than or equal to the second preset speed and the first timing time is less than the first time threshold, the current operating condition is determined to be the non-high-speed operating condition.

3. The energy recovery control method for vehicles according to claim 1, characterized in that, Determining the current operating condition of the vehicle based on the current driving speed also includes: When the current driving speed is less than the third preset speed, timing begins, wherein the third preset speed is less than the second preset speed, and the second preset speed is the driving speed corresponding to the high-speed condition; If the second timing period is greater than or equal to the second time threshold, the current operating condition is determined to be the non-high-speed operating condition, wherein the second timing period represents the duration during which the current driving speed is less than the third preset speed.

4. The energy recovery control method for vehicles according to claim 3, characterized in that, After determining that the current operating condition is the non-high-speed operating condition, the method further includes: If the current driving speed is less than the third preset speed and the second timing time is less than the second time threshold, the current driving speed will continue to be acquired. When the current driving speed is greater than or equal to the second preset speed and the first timing time is greater than or equal to the first time threshold, the current operating condition is determined to be the high-speed operating condition, wherein the first timing time represents the duration during which the current driving speed is greater than or equal to the second preset speed.

5. The energy recovery control method for vehicles according to claim 1, characterized in that, The method further includes: Under the aforementioned non-high-speed operating conditions, energy recovery by the motor is prohibited.

6. The energy recovery control method for vehicles according to claim 1, characterized in that, To obtain the current slope, it also includes: In response to a high-speed mode command, the current gradient is obtained, wherein the high-speed mode command is an instruction instructing the vehicle to determine whether to perform energy recovery based on the current gradient and the current driving speed.

7. An energy recovery control device for a vehicle, characterized in that, include: A determining unit is used to acquire the current driving speed of the vehicle and determine the current operating condition of the vehicle based on the current driving speed, wherein the current operating condition includes high-speed operating condition and non-high-speed operating condition, and the vehicle includes at least a motor and a generator; The control unit is configured to allow the motor to perform energy recovery when the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to a first preset speed; The acquisition unit is used to acquire the current slope when the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, wherein the current slope represents the slope of the current road where the vehicle is located; The first prohibition unit is used to allow the motor to perform energy recovery when the current slope is greater than or equal to a preset slope, and to prohibit the motor from performing energy recovery when the current slope is less than the preset slope. The determining unit includes a first starting module and a first determining module. The first starting module is used to start timing when the current driving speed is greater than or equal to a second preset speed, wherein the second preset speed is less than the first preset speed. The first determining module is used to determine the current operating condition as the high-speed operating condition when the first timing time is greater than or equal to a first time threshold, wherein the first timing time represents the duration during which the current driving speed is greater than or equal to the second preset speed.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device containing the computer-readable storage medium to perform the energy recovery control method for a vehicle as described in any one of claims 1 to 6.

9. A vehicle, characterized in that, include: One or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs including methods for performing the energy recovery control method for a vehicle according to any one of claims 1 to 6.

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